THEODORE JUDAH AND THE BLAZING OF THE FIRST TRANSCONTINENTAL RAILROAD OVER THE SIERRA NEVADAS by J. David Rogers, Ph.D., P.E. ROGERS/PACIFIC, Inc. 396 Civic Drive Pleasant Hill, CA 94523-1921 and Department of Civil & Environmental Engineering 476 Davis Hall #1710 University of California Berkeley, CA 94720-1710 1 Theodore Dehone Judah, C.E. (1826-1863) Consider a World Without Theodore Judah In considering the development history of the west, I think it’s pretty certain that the first of the five great transcontinental links would never have been completed before 1876-79 without Theodore Judah. Nor would we have had a “Central Pacific Railroad”, emanating from, and indigenous to, the west coast. With no line emanating from California, we also would not have had the “Big Four”, the Southern Pacific, and the evolution of California as we know it. The question of “a world without Theodore Judah” is almost like asking what history would have been like without someone much more noticed, like Abraham Lincoln. But, think about it for just a second. We could suppose that Durant/Dillon & Co. (the Union Pacific) could probably have finished the line to California, probably via Donner or Beckwourth Passes, by the mid to late 1870s. But it’s a real toss-up as to whether Congress could have continued subsidizing the Credit Mobilier throughout the tenure of the Grant Administration (1868-76). Secondly, the logistics of transporting everything to a railhead 1,500+ miles west of Council Bluffs would have become increasingly burdensome. Most saw the Salt Lake Valley as one of the few sources of income for 2 freight traffic west of the continental divide, little running profit could have been generated between Cheyenne, Wyoming and the Sacramento Valley. The best explanations of the engineering of the Central Pacific are included with John Debo Galloway’s The First Transcontinental Railroad, published posthumously in 1950 (and re-printed in 1979). Galloway was one of the Country’s preeminent civil engineering consultants (a partner in the firm Galloway and Markwart), based in San Francisco from 1906-43. In addition to being classical structural engineers, they did a lot of bridge design work for the Southern Pacific and Western Pacific Railroads. From what I’ve been able to tell, Galloway worked on this book most of his lifetime, and it was only his untimely death during World War II that prevented it from being published in his lifetime. Evolution of Railroads in the 1850s The federally-mandated surveys of 1854-57 crossed steep mountain ranges by skirting major river valleys, following these up, through the mountains via river-cut canyons. When the grade of the natural canyon became too severe, switchbacks, or “horseshoe turns” (like that used in Coldstream Valley above Truckee), would be proposed, followed by “holing through” the crest of major divides in tunnels. In this manner the maximum grades were generally kept below 3%. Such engineering approaches had been implemented in the east, first on the Baltimore & Ohio RR leading into (what later became) West Virginia (specifically, on the line that traversed Harper’s Ferry) in the early 1850s. Around that same time (1853-55), the Pennsylvania Railroad completed two great tunnels and “Horseshoe Bend” (across the crest of the Appalachians) in its mainline connection to Pittsburgh. At the time of its completion (1855), this line came to represent the “state-of-the-art” in civil engineering technology, employing the largest fill embankments ever undertaken (upwards of 150 feet high), a double track mainline, and some of the most extensive tunnels ever undertaken (double track width). The technological achievement of the Pennsy line across the Alleghany Mountains had been undreamed-of a decade before (in the 1840s). Such achievements launched dreams of railroads everywhere: extending rail lines across the Mississippi, across the great plains, and any mountain range that stood in the way, including the great Sierra Nevada. Suddenly, nothing was deemed beyond the realm of modern engineering prowess. The eruption of the Civil War in 1861 made two things happen: first, the handicap of providing for “southern compromises” as to the route-of-choice was removed; secondly, there was the sudden perception that rail connection to the west was in the strategic interest of the Union. By 1860 some 30,000 miles of track had been laid, mostly in the 1850s in the north. Although the war stymied new railroad construction for the most part, its utilization by the military was of unquestionable value in forever changing the logistics of sustained combat operations. Now, great rivers were crossed in a matter of hours with prefabricated timber bridge elements when before the war a multiple masonry arch bridge might have taken several years to complete. The explosion of temporary 3 timber trestles utilized by Federal engineers had a dramatic effect of post-1865 construction out west. By the end of the civil war few questioned that railroads would serve as the keystone upon which industrial and commercial progress would rest. In the later half of the 19th Century whole towns would burst into existence or dry up and die in proximity to railroad alignments. The barons of business that built or owned these lines would exercise incredible influence over the Country’s affairs for the next 75 years. The Federal Railroad Surveys of 1853-55 During the explosion of railroad building activity in the east in the early 1850s, representatives of the more remote western states lobbied hard for federal assistance in bringing railroads to the frontier. In 1853 Federal legislation was authored to extend surveys for possible railroad links west of the Mississippi Valley. Later that year Army Engineers embarked on the now-famous series of railroad surveys across the continent. Completed by 1856, the surveys identified five principal routes by which the Pacific Ocean could be reached from the Mississippi. These were published as The Pacific Railroad Surveys of 1853-55, a 12-volume work detailing the topography, geology, flora and fauna found along the proposed routes. Dollar for dollar, the surveys were probably the best investment made by the Federal government in that era. In a little over 2-1/2 years, each of what later became the five basic transcontinental routes was essentially surveyed. The quality of this work was superb, especially considering the conditions under which the data were collected. For those few engineers possessing vision of things to come (in the mid 1850s), like Judah, the building of the Pennsylvania and B & O across great mountain barriers and the detailed federal railroad surveys, it seemed simply a matter of time before railroad interconnection of the entire United States would become a reality. However, some enormous stumbling blocks remained. For starters, none of the eastern railroads had extended any great distance when initially completed. The one exception was the Pennsylvania Railroad, which extended some 245 miles west from its point of origin, but its terminus was Pittsburgh, a bustling commercial center on the Ohio River, with established riverine connections to St. Louis and New Orleans. The railroad’s only competition was a cumbersome state-run combination canal/tram railway system. The geographic situation had all of the economic components in place to secure fiscal success of whoever was able to push a rail line through. For the far west, the situation was incredibly different. In fact, it was so different that it’s almost impossible to comprehend today. At that time (the mid-1850s) California lay at the end of a perilous 18,000 mil sea voyage around Cape Horn. This voyage could take anywhere between 4 and 9 months, depending on the weather. The completion of the Panama Railroad in 1855 greatly reduced the time of personnel travel, and this railroad became the single-greatest profit-making enterprise of the 19th century. But, the Isthmus connection carried with it a burdensome price tag for freight. For instance, once Collis Huntington began using the connection to ship iron rails and locomotives (in 1863), he 4 soon discovered that it cost four times as much to transfer an eastern-built locomotive across the isthmus as it did to send it around Cape Horn. The only penalty was an arrival date four months later. The federal surveys for the so-called “central route” to Sacramento brought the line through northeastern California, via Honey Lake, the Madeline Plains, thence down the gorge of the Pit River to the upper Sacramento River, where Shasta Dam now sits. An alternative had this line heading southwest from Honey lake, along the trail blazed by Noble through what is now Lassen National Park. The Federal surveyors, working under then-Secretary of War Jefferson Davis out rightly discounted a crossing of the Sierra Nevada as impractical because of the heavy snows (the adverse publicity associated with the Donner Party’s grisly crossing of that pass in 1846-47 appears to have stymied any consideration of this route up until the actual construction of the Central Pacific). With Jefferson as a cabinet member, the Pierce administration concluded that the southern route was most favorable. State Surveys of Trans-Sierra Routes Disappointed with Washington’s decision, Californians embarked on a campaign to build a wagon road from Sacramento to Salt Lake City. State legislation to that effect was signed by the Governor on April 28, 1855, providing for construction of a wagon road from Sacramento eastward to the state line near Carson Valley. A plethora of surveys soon emerged, almost too numerous to summarize herein. Some of these followed emigrant routes over the Sierra, with the idea of improving these “paths” to all season wagon roads, while most of the remaining efforts centered upon attracting commerce through road construction, hoping that new emigrants would take these routes to the settlements sponsoring the roads.